HomeMy WebLinkAboutTraffic Study - Current 060623Revised Traffic Stud
EST. Yf 2
E S P R E S S O
prepared for.•
Queen Beans Coffee
Hermitage Road and Autumn Road
Little Rock, Arkansas
�I ARKANSAS
LICENSED
► PROFESSIONAL
ENt t EE R 1`
No. 14509 S,'
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PETERS & ASSOCIATES
ENGINEERS, INC. Project No.: P-2199
0 CIVIL & TRAFFIC ENGINEERING •
f 5507 Ranch Drive - Suite 209
J Little Rock, Arkansas 72223 (501) 868-3999 May 15, 2�23
TABLE OF CONTENTS
Section Page
INTRODUCTION
1
THE SITE
3
EXISTING TRAFFIC CONDITIONS
7
TRIP GENERATION & SITE TRAFFIC PROJECTIONS
9
TRAFFIC VOLUME ASSIGNMENTS
11
CAPACITY AND LEVEL OF SERVICE
14
DRIVE-THRU VEHICLE QUEUING
19
FINDINGS, RECOMMENDATIONS AND CONCLUSIONS
21
APPENDIX
Site Plan
Vehicle Turning Movement Count Data
Capacity and Level of Service Calculations
PETERS & ASSOCIATES
ENGINEERS, INC.
Peters & Associates Engineers, Inc., has conducted a traffic
study relating to the development of proposed Queen Beans
development to be located south of Chenal Parkway, north of
Hermitage Road and west of Autumn Road, in Little Rock, Ar-
kansas. Access to the site is via one right -in -only access drive
and one right -out -only access on westbound Hermitage Road.
The primary focus of this report is to assess traffic operational
characteristics of the adjacent intersection of Chenal Parkway
and Autumn Road, Autumn Road and Hermitage Road, and
Hermitage Road and the access drive intersections proposed
to serve the site. A reduced copy of the Queen Beans devel-
opment site plan is included in the Appendix of this report for
reference.
This is a report of methodology and findings relating to a traf-
fic engineering study undertaken to:
• Evaluate existing traffic conditions in the vicinity of the
proposed site.
• Determine projected traffic volumes entering and exiting
the proposed development at the nearby study intersec-
tions and the access drive intersections proposed to serve
the site.
• Utilize vehicle trip generation values to include expected
drive-thru traffic volumes determined from data collected
at existing similar Queen Beans development site in Fa-
yetteville, Arkansas for evaluating projected traffic opera-
tions of the proposed site to determine traffic volumes to
be generated during the AM and PM peak hour.
• Calculate traffic volumes which can reasonably be ex-
pected to be attracted to the site, accounting for vehicle
trips for the development as proposed.
• Identify potential drive-thru and access drive vehicle queu-
ing and recommend mitigative measures if necessary.
PETERS & ASSOCIATES
ENGINEERS, INC.
ra Page I
• Identify the effects on traffic operations for existing
traffic in combination with site -generated traffic associ-
ated with the development as proposed.
• Evaluate proposed access to the site and make recom-
mendations for mitigative improvements which may be
necessary and appropriate to ensure minimum impact
and acceptable traffic operations.
In the following sections of this traffic study report are
data, study methods, findings and recommendations. The
study is technical in nature. Analysis techniques employed
are those most commonly used in the traffic engineering
profession for traffic impact analysis. Certain data and
calculations relative to traffic operational analysis are ref-
erenced in the report. Complete calculations and data are
included in the Appendix of the report.
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 2
I f-r fir.:I fir
The location of the development is proposed south of
Chenal Parkway, north of Hermitage Road and west of Au-
tumn Road, in Little Rock, Arkansas. The proposed devel-
opment site location and vicinity are shown on Figures 1
and 2, which follow.
Access to the site is via one right -in -only access drive and
one right -out -only access drive on westbound Hermitage
Road.
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 3
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Figure 2 — Site Location Map
The Queen Bean site will serve drive-thru customers only.
The site plan shows the proposed building location and the
approximate location of the proposed access drive, inter-
nal vehicular circulation, parking and other proposed facili-
ties.
The following aerial photos shows the general layout of
the intersections of Chenal Parkway and Autumn Road and
of Autumn Road and Hermitage Road.
PETERS & ASSOCIATES
ENG]NEERS. INC
Page 4
Chenal Parkway and Autumn Road
Looking west on Chenal Parkway
toward Autumn Road.
Autumn Road
Chenal Parkway
Looking south on Autumn Road
toward Chenal Parkway.
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 5
1 F- fir , i 'f - �r
Autumn Road and Hermitage Road
filPETERS & ASSOCIATES
ENGINEERS, INC. Page 6
7�1--, (-, ��(:rrr-; �r
As requested by the City, current vehicle turning move-
ment traffic count data was collected as a part of this
study for the AM and PM peak hours at the following in-
tersections:
o Chenal Parkway and Autumn Road.
o Autumn Road and Hermitage Road.
The AM and PM peak hours vehicle turning movement
counts made as a part of this study are shown on Figure
3A, "Existing Traffic Volumes - AM Peak Hour," and Figure
313, "Existing Traffic Volumes - PM Peak Hour." The peak
hours vehicle turning movement count data for these in-
tersection are presented in more detail in the Appendix of
this report.
PETERS & ASSOCIATES
ENGINEERS, INC. Page 7
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Figure 3B
Existing Traffic Volumes
PM Peak Hour
Page 8
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The Trip Generation, an Informational Report, published by
the Institute of Transportation Engineers (ITE) and The Trip
Generation Manual 10th Edition, 2017, has been researched in
calculating the magnitude of traffic volumes expected to be
generated by the proposed land use of this Queen Beans
drive-thru coffee shop development. These are typically reli-
able sources for this information and are commonly used in
the traffic engineering profession. However, with approval of
the City of Little Rock, to assure an accurate calculation of
magnitude of traffic volumes expected to be generated by the
proposed Queen Beans development, actual AM (7:00 — 9:00
AM) and PM peak hour (4:00 — 6:00 PM) counts of vehicles
entering and exiting the existing Queen Beans development in
the Fayetteville, Arkansas (3570 M.L.K Blvd.) on a typical
weekday were conducted by this Consultant. The existing
Queen Beans development where data has been collected is
similar in size and also include a drive-thru like the proposed
site in Little Rock.
This proposed site is expected to have similar drive-thru vol-
umes and operations as the existing site where vehicle trip -
generation data has been collected. Existing known trip gen-
eration values were used in analysis of operational conditions
for the proposed site as part of this study as discussed and
approved by the City of Little Rock. Existing traffic counts are
summarized on Table 1, "Summary of Trip -Generation."
Data at the existing Queen Beans development sites included
the following:
o Site trip -generation (number of vehicles entering and exit-
ing drive-thru of the site) for a typical weekday during the
AM peak hours (7:00 — 9:00 AM) and PM peak hour (4:00
- 6:00 PM). All customers have to use the drive-thru.
o Observed and recorded vehicle queuing for drive-thru cus-
tomers for the typical weekday AM and PM peak hours.
PETERS & ASSOCIATES
fil ENGINEERS, INC.
Page 9
3570 M.L.K Jr. Blvd.
13 13 12 12
Fayetteville, AR 72704
TOTAL ENTERING + EXITING
Max Queuing in Drive-thru 3 3
Max cars Parked 1 1
Table 1— Summary of Trip Generation
The existing site -generated data indicate approximately 26
vehicle trips (13 entering and 13 exiting) were counted dur-
ing the traffic conditions of the AM peak hour (7:00-8:00
AM) and approximately 24 vehicle trips (12 entering and 12
exiting) were counted during the traffic conditions of the
PM peak hour.
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 10
PETERS &ASSOCIATES
LLJI
ENGINEERS, INC
i r-F.M#r �` (;rrr: S
Once projected traffic was estimated for the site, direc-
tional distributions were made to reflect the percent of
anticipated left -turns, right -turns and thru vehicle move-
ments at the study intersections. Vehicle trip distribution
was developed based on current traffic counts and travel
patterns in the immediate vicinity of the proposed devel-
opment. Directional distribution percentages used in this
study are shown on Figure 4, "Directional Distribution -
Site Traffic."
r� �A..g
Figure 4
Directional Distribution
Site Traffic
Page 1 1
The directional distribution percentages for site traffic
have been equated to percentage turns for each move-
ment at the study intersections. The site -generated traffic
volumes result from applying the directional distribution
percentages to the corresponding projected site -
generated traffic volumes summarized on Table 1,
"Summary of Trip -Generation."
The site -generated traffic volumes and corresponding ex-
isting background traffic volumes have been combined
and the results are depicted on Figure 5A, "Projected
Traffic Volumes - AM Peak Hour," and Figure 513,
"Projected Traffic Volumes - PM Peak Hour."
The projected traffic volumes shown on Figures 3A, 313,
5A and 5B are the values used in capacity and level of
service calculations conducted as a part of this study.
The effect of existing background traffic (i.e. the adjacent
street non -site traffic which exists) and projected traffic
associated with the site development has thus been ac-
counted for in this analysis.
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 12
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PETERS & ASSOCIATES
ENGINEERS, INC.
Figure 5A
Projected Traffic Volumes
AM Peak Hour
Chenal Parkway
Figure 513
Projected Traffic Volumes
PM Peak Hour
—J
Page 13
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Generally, the "capacity" of a street is a measure of its
ability to accommodate a certain magnitude of moving
vehicles. It is a rate as opposed to a quantity, measured
in terms of vehicles per hour. More specifically, street
capacity refers to the maximum number of vehicles that a
street element (e.g. an intersection) can be expected to
accommodate in a given time period under the prevailing
roadway and traffic conditions.
Traffic operational analysis for the study intersections
were evaluated based on the methodologies outlined in
the Highway Capacity Manual, 2010 Edition, published by
the Transportation Research Board. The operating condi-
tions at intersections are graded by the "level of service"
experienced by drivers. Level of service (LOS) describes
the quality of traffic operating conditions and is rated
from "A" to "P. LOS "A" represents the most desirable
condition with free -flow movement of traffic with minimal
delays. LOS "F" generally indicates congested conditions
with excessive delays to motorists. Intermediate grades
of B, C, D, and E reflect incremental increases in the av-
erage delay per stopped vehicle. Delay is measured in
seconds per vehicle. The table below shows the upper
limit of delay associated with each level of service for sig-
nalized and un-signalized intersections
Level of Service
(LOS)
Signalized
Un-Signalized
A
< 10
Seconds
<
10
Seconds
B
< 20
Seconds
<
15
Seconds
C
< 35
Seconds
<
25
Seconds
D
< 55
Seconds
<
35
Seconds
E
< 80
Seconds
<
50
Seconds
F
>_ 80
Seconds
>_
50
Seconds
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 14
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The study intersections were evaluated using the Synchro
analysis software package based on Highway Capacity
Manual methods. This computer program has been
proven to be reliable when used to analyze capacity and
levels of traffic service under various operating condi-
tions. Detailed results for all capacity calculations are in-
cluded in the Appendix. The adjacent street weekday AM
and PM peak traffic periods were used for these calcula-
tions. Factors included in the analysis are as follows:
■ Existing traffic volumes and patterns.
• Directional distribution of projected traffic volumes.
• Existing and planned intersection geometry (including
elements such as turn lanes, curb radii, etc.).
• Existing background traffic volumes and projected
site -generated volumes for projected traffic condi-
tions.
• Existing and planned traffic control.
PETERS & ASSOCIATES
ENGINEERS, INC. Page
15
r
CAPACITY ANALYSIS
Level of Service Analysis Results
Existing Traffic Conditions
Capacity and level of service analysis was performed for
existing traffic volumes, lane geometry and traffic control
for the AM and PM peak hours for the following intersec-
tions:
o Chenal Parkway and Autumn Road.
o Autumn Road and Hermitage Road,
As indicated in Table 2, "Level of Service Summary — Exist-
ing Traffic Conditions," the overall intersection LOS at the
traffic signal -controlled study intersection of Chenal Park-
way and Autumn Road currently operates at what calcu-
lates as LOS "C" during the AM and PM peak hours (LOS
"E'l. There are several vehicle movements at this traffic
signal controlled intersection that currently operate at what
calculates as worse than LOS "D" for existing traffic condi-
tions for the AM and PM peak hours. However, all vehicle
movements at the study intersection of Hermitage Road
and Autumn Road currently operate at what calculates as
an acceptable LOS "C" or better during the AM and PM
peak hours.
Traffic volumes used for existing traffic conditions are
shown on Figure 3A, "Existing Traffic Volumes - AM Peak
Hour," and Figure 313, "Existing Traffic Volumes - PM Peak
Hour."
PETERS & ASSOCIATES
ENGINEERS, WC. Page 16
1
Pro "ected irafc Conditions
Capacity and LOS analysis was performed for projected traffic con-
ditions to include existing plus expected site -generated traffic for
the AM and PM peak hours for the following study intersections:
o Chenal Parkway and Autumn Road.
o Autumn Road and Hermitage Road.
o Hermitage Road and Site Entering Access Drives (Drive A).
o Hermitage Road and Site Exiting Access Drives (Drive B).
Traffic volumes used for projected traffic conditions are shown on
Figure 5A, "Projected Traffic Volumes - AM Peak Hour," and Figure
513, "Projected Traffic Volumes - PM Peak Hour." The operating
conditions projected to exist at the study intersections are summa-
rized in Table 3, "Level of Service Summary - Projected Traffic
Conditions."
As indicated in Table 3, all of the overall intersection LOS at the
traffic signal -controlled study intersection of Chenal Parkway and
Autumn Road is expected to continue to operate at what calculates
as LOS "C" during the AM and PM peak hours. Furthermore, There
is minimal difference in the vehicle movements LOS results com-
paring the existing conditions to the projected conditions for the
intersections of Chenal Parkway and Autumn Road and Autumn
Road and Hermitage Road. Additionally, all vehicle movements at
the study intersection of Hermitage Road and the site access
drives are expected to operate at what calculates as an acceptable
LOS "A" during the AM and PM peak hours.
Projected average control delay (seconds per vehicle) and intersec-
tion capacity utilization are found to be continue to be acceptable
for the study intersections during the AM and PM peak hours for
the projected traffic conditions with the development as proposed
with very similar results as existing traffic conditions.
PETERS & ASSOCIATES
ENGINEERS, INC. Page 17
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Drive-thru vehicle queuing observations were made during
the worst -case AM and PM peak hours at existing similar
Queen Beans development site in Fayetteville, Arkansas. The
site in Fayetteville is along high volume roadway (M.L.K. Jr.
Boulevard). The maximum vehicle queue that occurred in the
drive-thru during these counts are summarized as follows:
o AM Peak hour = Maximum of 3 vehicles.
o AM Peak hour = Maximum of 3 vehicles.
It was observed that a maximum of 3 vehicles queued in the
drive-thru during the busiest AM and PM peak hours. These
maximum queue lengths only occurred during a short time
during these peak hours and the observed vehicles queues
were typically less than the maximum queue lengths. The
existing location was observed to queue within the available
drive-thru stacking area within the site without queuing onto
the adjacent roadway.
It is recommended that the planned drive thru at the pro-
posed site accommodate an area for a minimum of 5 vehicle
lengths. As the site is currently planned, the drive-thru can
accommodate approximately 5 vehicles as shown on the
graphic on the following page. This will allow for expected
drive-thru queuing within the site and without impeding traf-
fic flow on Hermitage Road adjacent to the site.
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 19
�1%17Yr r.T•��I'�r
PETERS & ASSOCIATES
ENGINEERS, INC.
Page 20
Findings and conclusions of this study are summarized as follows:
• Capacity and level of service analysis was performed for exist-
ing traffic volumes, lane geometry and traffic control for the
AM and PM peak hours for the study intersections. The overall
intersection LOS at the traffic signal -controlled study intersec-
tion of Chenal Parkway and Autumn Road currently operates
at what calculates as LOS "C" during the AM and PM peak
hours (LOS "E'�. There are several vehicle movements at this
traffic signal controlled intersection that currently operate at
what calculates as worse than LOS "D" for existing traffic con-
ditions for the AM and PM peak hours. However, all vehicle
movements at the study intersection of Hermitage Road and
Autumn Road currently operate at what calculates as an ac-
ceptable LOS "C" or better during the AM and PM peak hours.
• The Queen Beans development site is expected to generate
approximately 26 vehicle trips (13 entering and 13 exiting)
during the traffic conditions of the AM peak hour and approxi-
mately 24 vehicle trips (12 entering and 12 exiting) during the
traffic conditions of the PM peak hour.
• Capacity and LOS analysis was performed for projected traffic
conditions to include existing plus expected site -generated
traffic for the AM and PM peak hours for the study intersec-
tions. All of the overall intersection LOS at the traffic signal -
controlled study intersection of Chenal Parkway and Autumn
Road is expected to continue to operate at what calculates as
LOS "C" during the AM and PM peak hours. Furthermore,
There is minimal difference in the vehicle movements LOS re-
sults comparing the existing conditions to the projected condi-
tions for the intersections of Chenal Parkway and Autumn
Road and Autumn Road and Hermitage Road. Additionally, all
vehicle movements at the study intersection of Hermitage
Road and site access drives are expected to operate at what
calculates as an acceptable LOS "A" during the AM and PM
peak hours.
PETERS & ASSOCIATES
ENGINEERS. INC-
a
Page 21
• Projected average control delay (seconds per vehicle) and
intersection capacity utilization continue to be acceptable
for the study intersections during the AM and PM peak
hours for the projected traffic conditions with the devel-
opment as proposed with very similar results as existing
traffic conditions.
• It is recommended that the planned drive thru at the pro-
posed site accommodate an area for a minimum of 5 ve-
hicle lengths. As the site is currently planned, the drive-
thru can accommodate approximately 5 vehicles as
shown. This will allow for expected drive-thru queuing
within the site and without impeding traffic flow on Her-
mitage Road adjacent to the site.
• It is recommended to add a "Right -Turn Only" sign on the
island in Hermitage Road for vehicles exiting the site.
The traffic operational findings associated with this study
shows that projected traffic can be accommodated well by
the planned access drive, without discernable impact on ad-
jacent street existing traffic operations in the vicinity. The
study results has provided necessary assurance of adequate
accommodation of traffic at the proposed site and on -site
vehicle queuing.
iQ
7 PETERS & ASSOCIATES -
ENGINEERS. INC.
Page 22
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ENGINEERS. INC.
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14 PETERS &ASSOCIATES
ENGINEERS. INC.
Peters & Associates Engineers, Inc.
Peak Hour Turning Movement Count Data
AM Hour Turning Movement Count Data
Autumn Road and Hermitage Road
Little Rock, Arkansas
P-2199
CLrni Printcri_ AA.i rniinl nnfn
File Name
:AM A-H
Site Code
: 00000000
Start Date
: 12/07/2022
Page No
: 1
Autumn Road
Autumn Road
Hermitage Road
From North
From South
From West
Start Time
Right
Thru
I Peds
I App. Total
Thru
Left I
Peds I
App. Total
Right
I Left
Peds
A
. Total
Int. Total
Factor
1.01
1.01
1.0
1.01
1.0
1 1.01
1.01
1.01
1.0
07:00 AM
17
20 0
37
55
1 0
56
0
16 0
16
109
07:15 AM
10
21 0
31
46
3 0
49
2
18 0
20
100
07:30 AM
15
27 1
43
44
1 0
45
4
10 0
14
102
07:45 AM
20
32 0
52
31
2 0
33
7
10 0
17
102
1 176
7 Q
1831
1 413
Total 62 100 1 163
13 54 0 67
08:00 AM 27 32 0 59 40 2 0 42 4 17 0 21 122
08:15 AM 30 27 0 57 45 2 0 47 4 17 0 21 125
08:30 AM 32 32 0 64 44 4 0 48 1 33 0 34 146
08:45AM 32 25 0 57 30 1 0 31 6 38 0 44 132
Total 121 116 0 237, 159 9 0 168 15 105 0 120 525
Grand Total 183 216 1 400 335 16 0 351 I 28 159 0 187 I 938
Apprch % 45.8 54.0 0.3 I 95.4 4.6 0.0 j 15.0 85.0 0.0
0.0 1
Total % 19.5 23.0 0.1 42.6 35.7 1.7 37.4 3.0 17.0 0.0 19.9
lumn d
Out In Total
494 4 894
18S 2161 1
Right Thru Peds
�J 1
6
IT orth
x
& �
2I7 0 2T:00:OQA11!
217r2022 8:45:00 AM
:2 5 m
o
AM Count Wta
O
�L@R
TTu Peds
76T
2445!
Out In Total
Autumn rZoad
Peters & Associates Engineers, Inc.
Peak Hour Turning Movement Count Data
AM Hour Turning Movement Count Data File Name :AM A-H
Autumn Road and Hermitage Road Site Code : 00000000
Little Rock, Arkansas Start Date : 12/07/2022
P-2199 Page No : 2
lFrom
Autumn Road
North
`
Autumn Road
From South
I
Hermitage Road
From West
Start Time 1
Right
Thru ' Peds I
App. Total
Thru
Left Peds
App. Total
Right i
Left' Peds L
App. Total Int. Total
our From 07:00 AM to 08:45
AM - Peak 1 of 1
Intersection
08:00 AM
Volume
121
116 0
237
159
9 0
168
15
105 0
120 525
Percent
51.1
48.9 0.0
94.6
5.4 0.0
12.5
87.5 0.0
08:30 Volume
32
32 0
64
44
4 0
48
1
33 0
34 146
Peak Factor
0.899
High Int.
08:30 AM
08:30 AM
08:45 AM
Volume
32
32 0
64
44
4 0
48
6
38 0
44
Peak Factor
0.926
1
0.875
0.682
Auft" Raaa
Out In Total
264 23T 501
7Z 1161 0
mght Thru Peds
�1 11
m$
O N
?
�
•' �
North
•-
ZR 22 8:00:00 AM
2 r=2 8:45:00 AM
s ; C
O y
AM Count Data
O
o
hr
Left Peds
9 1591 0
131 158 299
Out In Total
&d-umn bow
Peters & Associates Engineers, Inc.
Peak Hour Turning Movement Count Data
PM Hour Turning Movement Count Data File Name : PM A-H
Autumn Road & Hermitage Road Site Code : 00000000
Little Rock, Arkansas Start Date : 12/06/2022
P-2199 Page No : 1
Grauos Printed- PM Count Data
Autumn Road
Autumn Road
Hermitage Road
From North
From South
From West
Start Time
I Ri ht
Thru
I Peds
I App. Total
Thru
Left
I Peds
I App.
Total
Right
Left Peds
A
. Total
Int. Total
Factor
1 1.01
1.01
1.01
1.01
1.0 j
1.01
1.0
1.01 1.0
04:00 PM
47
38 0
85
56
4
0
60
11
56 0
67
212
04:15 PM
43
48 0
91
61
9
0
70
12
53 0
65
226
04:30 PM
55
32 0
87
46
7
0
53
10
53 0
63
203
04:45 PM
44
35 0
79
43
3
0
46
4
62 0
66
191
_
Total
189
153 0
342
206
23
0
2291
37
224 0
261
832
05:00 PM
34
35 0
691
57
6
0
63
7
60 0
67
199
05:15 PM
43
27 0
70
63
12
0
75
7
56 0
63
208
05:30 PM
69
47 0
116
80
9
1
90
14
51 1
66
272
05:45 PM
64
26 0
90
60
2
0
62
10
58 0
68
220
Total
210
135 0
345
260
29
1
290
38
225 1
264
899
Grand Total
399
288 0
687
466
52
1
519
75
449 1
525 j
1731
Apprch %
58.1
41.9 0.0
89.8
10.0
0.2
14.3
85.5 0.2
Total %
23.1
16.6 00
39.7
26.9
3.0
0.1
30.0
4.3
25.9 0.1
!+I
30.3
rYu[�oad
Out In Total
f S15i 687j 1602
399 288 1 t]
Right Thru Peds
4j 1
o� W
North
728224i"00 PM
2I612022 52:00 PM
o
a
PM Count Data
h
Left Peds
52 1 466 1
363 519 882
Out In Total
Autumn Road
Peters & Associates Engineers, Inc.
Peak Hour Turning Movement Count Data
PM Hour Turning Movement Count Data
Autumn Road & Hermitage Road
Little Rock, Arkansas
P-2199
File Name
: PM A-H
Site Code
: 00000000
Start Date
: 12/06/2022
Page No
: 2
Autumn Road
From North
Autumn Road
From South
Hermitage Road
From West
Start Time
I Right I
Thru I Peds
App. Total
I Thru I
Left I Peds I
App. Total
I Ri ht
Left I Peds
App. Total I Int. Total
Peak Hour From 04:00 PM to 05:45
PM - Peak 1 of 1
Intersection
05:00 PM
Volume
210
135 0
345
260
29 1
290
38
225 1
264
899
Percent
60.9
39.1 0.0
89.7
10.0 0.3
14.4
85.2 0.4
05:30 Volume
69
47 0
116
80
9 1
90
14
51 1
66
272
Peak Factor
0.826
High Int.
05:30 PM
05:30 PM
05:45 PM
Volume
69
47 0
116
80
9 1
90
10
58 0
68
Peak Factor
0.744
0.806
0.971
Autumn Road
Out in Total
485 345 1 830
214 135 0
Right Thru Peds
�o
o�
r
T
North
�S
I -A
�-
0 5:00:00 PM
2/6/2022 5:45:00 PM
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til K
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
tt
r
)
+0
t
r
t
Traffic Volume (vph)
35
1905
26
157
1150
47
15
13
222
37
15
11
Future Volume (vph)
35
1905
26
157
1150
47
15
13
222
37
15
11
Ideal Flow (vphpl)
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
Storage Length (ft)
150
90
500
0
50
50
0
0
Storage Lanes
1
1
1
0
1
1
1
1
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
1.00
1.00
0.91
0.91
1.00
1.00
1.00
1.00
1.00
1.00
Frt
0.850
0.994
0.850
0.850
Fit Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1630
3260
1458
1630
4656
0
1630
1716
1458
1630
1716
1458
Fit Permitted
0.175
0.042
0.747
0.748
Satd. Flow (perm)
300
3260
1458
72
4656
0
1282
1716
1458
1283
1716
1458
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
75
10
197
111
Link Speed (mph)
40
40
30
30
Link Distance (ft)
495
680
279
341
Travel Time (s)
8.4
11.6
6.3
7.8
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
38
2071
28
171
1250
51
16
14
241
40
16
12
Shared Lane Traffic (%)
Lane Group Flow (vph)
38
2071
28
171
1301
0
16
14
241
40
16
12
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Headway Factor
1.11
1.11
1.11
1.11
1.11
1 11
1.11
1.11
1.11
1.11
1.11
1.11
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
1
2
1
2
1
1
2
1
Detector Template
Left
Thru
Right
Left
Thru
Left
Thru
Right
Left
Thru
Right
Leading Detector (ft)
20
100
20
20
100
20
100
20
20
100
20
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
20
6
20
6
20
20
6
20
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
Turn Type
pm+pt
NA
Perm
pm+pt
NA
Perm
NA
Perm
Perm
NA
Perm
Protected Phases
7
4
3
8
2
6
Permitted Phases
4
4
8
8
2
2
6
6
Page 1
P2199 -AM EXISTING
CHENAL PARKWAY AT AUTUMIIIN ROAD
Lane Group
EBL
EBT
EBR
WBL
WBT WBR
NBL
NBT
NBR
SBL
SBT
SBR
Detector Phase
7
4
4
3
8
2
2
2
6
6
6
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
10.5
24.4
24.4
23.5
24.4
24.9
24.9
24.9
24.9
24.9
24.9
Total Split (s)
12.0
102.0
102.0
25.0
115.0
23.0
23.0
23.0
23.0
23.0
23.0
Total Split (%)
8.0%
68.0%
68.0%
16.7%
76.7%
15.3%
15.3%
15.3%
15.3%
15.3%
15.3%
Maximum Green (s)
6.5
95.6
95.6
19.5
108.6
16.1
16.1
16.1
16.1
16.1
16.1
Yellow Time (s)
3.5
4.4
4.4
3.5
4.4
3.7
3.7
3.7
3.7
3.7
3.7
All -Red Time (s)
2.0
2.0
2.0
2.0
2.0
3.2
3.2
3.2
3.2
3.2
3.2
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
5.5
6.4
6.4
5.5
6.4
6.9
6.9
6.9
6.9
6.9
6.9
Lead/Lag
Lead
Lead
Lead
Lag
Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
C-Max
C-Max
None
C-Max
None
None
None
None
None
None
Walk Time (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
0
0
Act Effct Green (s)
101.4
100.5
100.5
116.7
115.8
11.2
11.2
11.2
11.2
11.2
11.2
Actuated g/C Ratio
0.68
0.67
0.67
0.78
0.77
0.07
0.07
0.07
0.07
0.07
0.07
v/c Ratio
0.15
0.95
0.03
0.66
0.36
0.17
0.11
0.83
0.42
0.12
0.06
Control Delay
10.3
33.8
0.0
60.1
6.3
66.5
63.8
38.0
77.7
64.3
0.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
10.3
33.8
0.0
60.1
6.3
66.5
63.8
38.0
77.7
64.3
0.5
LOS
B
C
A
E
A
E
E
D
E
E
A
Approach Delay
32.9
12.6
41.0
60.9
Approach LOS
C
B
D
E
Intersection Summary
Area Type: Other
a
Cycle Length: 150
Actuated Cycle Length: 150
Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL,
Start of
Green
Natural Cycle: 150
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 26.4
Intersection
LOS: C
Intersection Capacity Utilization 93.1%
ICU Level of Service F e
Analysis Period (min) 15
& Autumn Road
Page 2
P2199 - AM EXISTING AUTUMIN ROAD AT HERMITAGE ROAD
Intersection
Int Delay, s/veh
Movement
2.8
EBL
E$R
NBL
NBT
SBT
SBR
Lane Configurations
r
+
Til
Traffic Vol, veh/h
105
15
9
159
116
121
Future Vol, veh/h
105
15
9
159
116
121
Conflicting Peds, #/hr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
-
None
-
None
-
None
Storage Length
0
0
0
-
Veh in Median Storage,
# 0
-
-
0
0
Grade, %
0
-
-
0
0
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
114
16
10
173
126
132
MajorWinar Minor2
Maiorl
Major2
Conflicting Flow All
385
192
258
0
0
Stage 1
192
-
-
-
Stage 2
193
-
-
-
Critical Hdwy
6.42
6.22
4.12
Critical Hdwy Stg 1
5.42
-
-
Critical Hdwy Stg 2
5.42
-
-
Follow-up Hdwy
3.518
3.318
2.218
Pot Cap-1 Maneuver
618
850
1307
Stage 1
841
-
-
Stage 2
840
-
-
Platoon blocked, %
Mov Cap-1 Maneuver
613
850
1307
Mov Cap-2 Maneuver
613
-
-
Stage 1
834
-
-
Stage 2
840
-
-
-
Approach
EB
NB
SB
HCM Control Delay, s
11.8
0.4
0
HCM LOS
B
Knor Lane/Major_Wnt
NBL
NBT ESLn1
E8Ln2 SBT SBR
Capacity (veh)h"]
1307
613
850
HCM Lane V/C Ratio
0.007
0.186
0.019 -
HCM Control Delay (s)
7.8
12.2
9.3
HCM Lane LOS
A
B
A -
HCM 95th %tile Q(veh)
0
0.7
0.1
Page 1
P2199 - PM EXISTING
D
c
c
3
0
o)
_ a
N O)Q6?X
X108
�! -24 ss
9�
'39
F239 ..� GV T 4 Chenal Parkway
Nw0
O cn
H��+nrtd9e
38,4 • R T
N N
Om
O
P2199 - PM EXISTING
CHENAL PARKWAY AT AUTUMIIIN ROAD
Lane Group
EBL
EBT
EBR
WBL
+NBT
WBR
NBL
NBT
NBR
SBL
SBT
5BR
Lane Configurations
Tt
r
)
W+
'�
t
r
t
r
Traffic Volume (vph)
93
1419
39
243
1756
108
72
73
250
168
61
124
Future Volume (vph)
93
1419
39
243
1756
108
72
73
250
168
61
124
Ideal Flow (vphpl)
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
Storage Length (ft)
150
90
500
0
50
50
0
0
Storage Lanes
1
1
1
0
1
1
1
1
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
1.00
1.00
0.91
0.91
1.00
1.00
1.00
1.00
1.00
1.00
Frt
0.850
0.991
0.850
0.850
At Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1630
3260
1458
1630
4642
0
1630
1716
1458
1630
1716
1458
Flt Permitted
0.058
0.079
0.714
0.531
Satd. Flow (perm)
100
3260
1458
136
4642
0
1225
1716
1458
911
1716
1458
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
111
12
272
114
Link Speed (mph)
40
40
30
30
Link Distance (ft)
495
680
279
341
Travel Time (s)
8.4
11.6
6.3
7.8
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
101
1542
42
264
1909
117
78
79
272
183
66
135
Shared Lane Traffic (%)
Lane Group Flow (vph)
101
1542
42
264
2026
0
78
79
272
183
66
135
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Headway Factor
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
1
2
1
2
1
1
2
1
Detector Template
Left
Thru
Right
Left
Thru
Left
Thru
Right
Left
Thru
Right
Leading Detector (ft)
20
100
20
20
100
20
100
20
20
100
20
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
20
6
20
6
20
20
6
20
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
Ci+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
Turn Type
pm+pt
NA
Perm
pm+pt
NA
Perm
NA
Perm
pm+pt
NA
Perm
Protected Phases
7
4
3
8
6
5
2
Permitted Phases
4
4
8
8
6
6
2
2
Page 1
P2199 - PM EXISTING
CHENAL PARKWAY AT AUTUMIIIN ROAD
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR NBL
NBT
NBR
SBL
SBT
SBR
Detector Phase
7
4
4
3
8
6
6
6
5
2
2
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
10.5
24.4
24.4
23.5
24.4
24.9
24.9
24.9
9.5
24.9
24.9
Total Split (s)
13.0
80.0
80.0
30.0
97.0
24.0
24.0
24.0
12.0
36.0
36.0
Total Split (%)
8.9%
54.8%
54.8%
20.5%
66.4%
16.4%
16.4%
16.4%
8.2%
24.7%
24.7%
Maximum Green (s)
7.5
73.6
73.6
24.5
90.6
17.1
17.1
17.1
7.5
29.1
29.1
Yellow Time (s)
3.5
4.4
4.4
3.5
4.4
3.7
3.7
3.7
3.5
3.7
3.7
All -Red Time (s)
2.0
2.0
2.0
2.0
2.0
3.2
3.2
3.2
1.0
3.2
3.2
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
5.5
6.4
6.4
5.5
6.4
6.9
6.9
6.9
4.5
6.9
6.9
Lead/Lag
Lead
Lead
Lead
Lag
Lag
Lag
Lag
Lag
Lead
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
C-Max
C-Max
None
C-Max
None
None
None
None
None
None
Walk Time (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
0
0
0
0
0
Act Effct Green (s)
77.9
77.0
77.0
93.9
93.0
13.7
13.7
13.7
28.1
25.7
25.7
Actuated g/C Ratio
0.53
0.53
0.53
0.64
0.64
0.09
0.09
0.09
0.19
0.18
0.18
v/c Ratio
0.71
0.90
0.05
0.78
0.68
0.68
0.49
0.71
0.86
0.22
0.39
Control Delay
52.6
39.8
0.1
63.9
18.8
91.3
72.3
17.4
89.3
52.2
15.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
52.6
39.8
0.1
63.9
18.8
91.3
72.3
17.4
89.3
52.2
15.5
LOS
D
D
A
E
B
F
E
B
F
D
B
Approach Delay
39.5
24.0
40.9
57.0
Approach LOS
D
C
D
E
Intersection Summa
Area Type: Other
Cycle Length: 146
Actuated Cycle Length: 146
Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green
Natural Cycle: 115
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 33.6 Intersection LOS: C
Intersection Capacity Utilization 89.6% ICU Level of Service E
Analysis Period (min) 15
;pllits and Phases: 3: Chenal Parkway & Autumn Koad
■ ' 02 -,-004 03
F
1111.05 t06 07 08 R
Page 2
P2199 - PM EXISTING AUTUMIN ROAD AT HERMITAGE ROAD
Intersection
Int Delay, s/veh
Movement
6.3
EBL
EBR
NBL
NBT
SBT
SSR
Lane Configurations
r
t
1�
Traffic Vol, veh/h
225
38
29
260
135
210
Future Vol, veh/h
225
38
29
260
135
210
Conflicting Peds, #/hr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
-
None
-
None
-
None
Storage Length
0
0
0
-
-
Veh in Median Storage,
# 0
-
-
0
0
-
Grade, %
0
-
-
0
0
-
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
245
41
32
283
147
228
Ma orlMinor
Minor2
Majorl MajDr2
Conflicting Flow All
608
261 375 0 - 0
Stage 1
261
- - -
Stage 2
347
- - -
Critical Hdwy
6.42
6.22 4.12
Critical Hdwy Stg 1
5.42
-
Critical Hdwy Stg 2
5.42
- - -
Follow-up Hdwy
3.518
3.318 2.218 - - -
Pot Cap-1 Maneuver
459
778 1183 -
Stage 1
783
- - -
stage2
716
- -
Platoon blocked, %
- - -
Mov Cap-1 Maneuver
447
778. 1183
Mov Cap-2 Maneuver_
447
- - - - -
Stage 1
162
Stage 2
716
- - - - -
HCM Control Delay, s 20.6 0.8 0
HCM LOS C
Minor Lane/Manor Mvm
Capacity (vehih)
HCM Lane VIC Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th °lofile Q(veh)
NBL NBT EBW E8Ln2 SBT SBR
1183
447
778
0.027
- 0.547
0.053
8.1
22.4
9.9
A
C
A
0.1
- 3.2
0.2
,W
Page 1
P21M-AM PROJEC CEO
-7Uz
cnw�
P2199 - AM PROJECTED CHENAL PARKWAY AT AUTUMIN ROAD
Lane Group
EBL
EBT
- EBR
WBL
VVBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
tt
r
ttT
t
r
t
r
Traffic Volume (vph)
36
1910
32
162
1150
47
15
13
222
37
16
11
Future Volume (vph)
36
1910
32
162
1150
47
15
13
222
37
16
11
Ideal Flow (vphpl)
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
Storage Length (ft)
150
90
500
0
50
50
0
0
Storage Lanes
1
1
1
0
1
1
1
1
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
1.00
1.00
0.91
0.91
1.00
1.00
1.00
1.00
1.00
1.00
Frt
0.850
0.994
0.850
0.850
Fit Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1630
3260
1458
1630
4656
0
1630
1716
1458
1630
1716
1458
Fit Permitted
0.175
0.042
0.746
0.748
Satd. Flow (perm)
300
3260
1458
72
4656
0
1280
1716
1458
1283
1716
1458
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
75
10
197
111
Link Speed (mph)
40
40
30
30
Link Distance (ft)
495
680
279
341
Travel Time (s)
8.4
11.6
6.3
7.8
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
39
2076
35
176
1250
51
16
14
241
40
17
12
Shared Lane Traffic (%)
Lane Group Flow (vph)
39
2076
35
176
:301
0
16
14
241
40
17
12
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Headway Factor
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
1
2
1
2
1
1
2
1
Detector Template
Left
Thru
Right
Left
Thru
Left
Thru
Right
Left
Thru
Righi
Leading Detector (ft)
20
100
20
20
100
20
100
20
20
100
20
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
20
6
20
6
20
20
6
20
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
Turn Type
pm+pt
NA
Perm
pm+pt
NA
Perm
NA
Perm
Perm
NA
Perm
Protected Phases
7
4
3
8
6
2
Permitted Phases
4
4
8
8
6
6
2
2
Page 1
P2199 - AM PROJECTED
CHENAL PARKWAY AT AUTUMIN ROAD
Lane Group
EBL
EBT
EBR
WBL
WBT WBR
Detector Phase
7
4
4
3
8
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
10.5
24.4
24.4
23.5
24.4
Total Split (s)
12.0
102.0
102.0
25.0
115.0
Total Split (%)
8.0%
68.0%
68.0%
16.7%
76.7%
Maximum Green (s)
6.5
95.6
95.6
19.5
108.6
Yellow Time (s)
3.5
4.4
4.4
3.5
4.4
All -Red Time (s)
2.0
2.0
2.0
2.0
2.0
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
5.5
6.4
6.4
5.5
6.4
Lead/Lag
Lead
Lead
Lead
Lag
Lag
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
C-Max
C-Max
None
C-Max
Walk Time (s)
7.0
7.0
7.0
7.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
Pedestrian Calls (#/hr)
0
0
0
0
Act Effct Green (s)
101.4
100.5
100.5
116.7
115.8
Actuated g/C Ratio
0.68
0.67
0.67
0.78
0.77
vlc Ratio
0.15
0.95
0.03
0.68
0.36
Control Delay
10.4
34.1
0.1
61.6
6.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
Total Delay
10.4
34.1
0.1
61.6
6.3
LOS
B
C
A
E
A
Approach Delay
33.1
12.9
Approach LOS
C
B
Intersection Summary
Area Type:
Other
Cycle Length: 150
Actuated Cycle Length: 150
Offset: 0 (0%), Referenced to phase 4:EBTL
and 8:WBTL, Start of
Green
Natural Cycle: 150
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.95
4\
NBL
t
NBT
NBR
SBL
1
SBT
V
SBR
6
6
6
2
2
2
5.0
5.0
5.0
5.0
5.0
5.0
24.9
24.9
24.9
24.9
24.9
24.9
23.0
23.0
23.0
23.0
23.0
23.0
15.3%
15.3%
15.3%
15.3%
15.3%
15.3%
16.1
16.1
16.1
16.1
16.1
16.1
3.7
3.7
3.7
3.7
3.7
3.7
3.2
3.2
3.2
3.2
3.2
3.2
0.0
0.0
0.0
0.0
0.0
0.0
6.9
6.9
6.9
6.9
6.9
6.9
3.0
3.0
3.0
3.0
3.0
3.0
None
None
None
None
None
None
7.0
7.0
7.0
7.0
7.0
7.0
11.0
11.0
11.0
11.0
11.0
11.0
0
0
0
0
0
0
11.2
11.2
11.2
11.2
11.2
11.2
0.07
0.07
0.07
0.07
0.07
0.07
0.17
0.11
0.83
0.42
0.13
0.06
66.5
63.8
38.0
77.7
64.6
0.5
0.0
0.0
0.0
0.0
0.0
0.0
66.5
63.8
38.0
77.7
64.6
0.5
E
E
D
E
E
A
41.0
61.0
D
E
Intersection Signal Delay: 26.6 Intersection LOS: C
Intersection Capacity Utilization 93.2% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 3: Chenal Parkway & Autumn Road
■ 02 1 -004 (W,
t06 I 07 1� C13
Page 2
P2199 - AM PROJECTED AUTUMIN ROAD AT HERMITAGE ROAD
Intersection
Int Delay, s/veh 2.8
Nlovement
EBL
EBR
NBL
NBT
SBT
Si3R
Lane Configurations
Traffic Vol, veh/h
105
15
10
159
117
133
Future Vol, veh/h
105
15
10
159
117
133
Conflicting Peds, #/hr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
-
None
-
None
-
None
Storage Length
0
0
0
-
Veh in Median Storage,
# 0
-
-
0
0
-
Grade, %
0
-
0
0
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
114
16
11
173
127
145
Major/Minor
Minor2
Ma or1 `v1a'or2
Conflicting Flow All
395
200 272 0 0
Stage 1
200
- - -
Stage 2
195
- - -
Critical Hdwy
6.42
6.22 4.12
Critical Hdwy Stg 1
5.42
- -
Critical Hdwy Sig 2
5.42
- - -
Follow-up Hdwy
3.518
3.318 2.218 -
Pot Cap-1 Maneuver
610
841 1291
Stage 1
834
- -
Stage 2
838
- - - -
Platoon blocked, %
Mov Cap-1 Maneuver
605
841 1291
Mov Cap-2 Maneuver
605
-
Stage1
826
- -
Stage 2
838
-
Approach
EB
N8
SB
HCM Control Delay, s
11.9
0.5
0
HCM LOS
B
Minor Lane/M*r Nivmt
NBL
NBT EBLnl EBLn2 SBT SBR
Capacily (vehlh)
1291
605
841
HCM Lane WC Ratio
0.008
0.189
0.019
HCM Control Delay (s)
7.8
12.3
9.4
HCM Lane LOS
A
- B
A
HCM 95th %tile Q(veh)
0
0.7
0.1
Page 1
P2199 - AM PROJECTED
HERMITAGE ROAD AT DRIVE A
Lane Group
EBL
EBT
WBT
WGR
SBL
SBR
Lane Configurations
1�
Traffic Volume (vph)
0
0
130
13
0
0
Future Volume (vph)
0
0
130
13
0
0
Ideal Flow (vphpl)
1750
1750
1750
1750
1750
1750
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
Frt
0.988
Flt Protected
Satd. Flow (prot)
0
0
1695
0
0
0
Flt Permitted
Satd. Flow (perm)
0
0
1695
0
0
0
Link Speed (mph)
30
30
20
Link Distance (ft)
111
88
83
Travel Time (s)
2.5
2.0
2-8
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
0
0
141
14
0
0
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
0
155
0
0
0
Enter Blocked Intersection
No
No
No
No
No
Na
Lane Alignment
Left
Left
Left
Right
Left
Right
Median Widtti(ft)
0
0
0
Link Offset(ft)
0
0
0
Crosswalk Width(ft)'
16
16
16
Two way Left Turn Lane
Headway Factor
1.11
1.11
1.11
1.11
1.11
1.11
Turning Speed (mph)
15
9
15
9
Sign Control
Free
Free
Free
Intersection Sumni::ir,
Area Type.
Omer
Control Type: Unsignalized
Intersection Capacity Utilization 16.8%
ICU Level of
Service A
Analysis Period (min) 15
Page 1
P2199 - AM PROJECTED HERMITAGE ROAD AT DRIVE B
Intersection
Int Delay, s/veh
Movement
0.8
EBL
EBT
WBT
VVBR
SBL
SBR
Lane Configurations
+
?`
Traffic Vol, veh/h
0
0
130
0
0
13
Future Vol, veh/h
0
0
130
0
0
13
Conflicting Peds, #/hr
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Stop
Stop
RT Channelized
-
None
-
None
-
None
Storage Length
-
-
-
0
Veh in Median Storage, # -
1
0
-
0
-
Grade, %
0
0
-
0
-
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
0
0
141
0
0
14
Major/Minor
Ma of2 Minor2
Conflicting Flow All
0 -
141
Stage 1
Stage2
- - -
-
Critical Hdwy
- -
6.22
Critical Hdwy Stg 1
-
-
Critical Hdwy Stg 2
- -
Follow-up Hdwy
- -
3,318
Pot Cap-1_Man euver
- 0 0
907
Stage 1
- 0 0
-
Stage 2
- 0 0
Platoon blocked, %
-
Mov Cap-1 Maneuver
90.7
Mov Cap-2 Maneuver
Stage 9
Stage 2
Approach
Vi1B SB
HCM Control Delay, s 0 9
HCM LOS A
Minor Lane/Major Mvnii VVBT SBLnI
Capacity (veh/h,)_ _
907
HCM Lane V/C Ratio
- 0.016
HCM Control Delay (s)
- 9
HCM Lane LOS
A
HCM 95th %tile Q(veh)
0
Page 1
P2199-PM PROJECTED
wig
--------------------
�❑ NN - - - �}�na4 F.aAcwaY
I
1 ti�o
� 4L1
�l
P2199 - PM PROJECTED
CHENAL PARKWAY AT AUTUMIIN ROAD
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
tt
r
)
+tT
t
r
t
r
Traffic Volume (vph)
94
1424
44
248
1756
108
72
73
250
168
62
124
Future Volume (vph)
94
1424
44
248
1756
108
72
73
250
168
62
124
Ideal Flow (vphpl)
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
1750
Storage Length (ft)
150
90
500
0
50
50
0
0
Storage Lanes
1
1
1
0
1
1
1
1
Taper Length (ft)
25
25
25
25
Lane Util. Factor
1.00
0.95
1.00
1.00
0.91
0.91
1.00
1.00
1.00
1.00
1.00
1.00
Frt
0.850
0.991
0.850
0.850
Fit Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1630
3260
1458
1630
4642
0
1630
1716
1458
1630
1716
1458
Fit Permitted
0.058
0.078
0.713
0.531
Satd. Flow (perm)
100
3260
1458
134
4642
0
1223
1716
1458
911
1716
1458
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
111
12
272
114
Link Speed (mph)
40
40
30
30
Link Distance (ft)
495
680
279
341
Travel Time (s)
8.4
11.6
6.3
7.8
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
102
1548
48
270
1909
117
78
79
272
183
67
135
Shared Lane Traffic (%)
Lane Group Flow (vph)
102
1 548
48
270
2026
0
78
79
272
183
67
135
Enter Blocked Intersection
No
No
No
No
No
No
No
No
No
No
No
No
Lane Alignment
Left
Left
Right
Left
Left
Right
Left
Left
Right
Left
Left
Right
Median Width(ft)
12
12
12
12
Link Offset(ft)
0
0
0
0
Crosswalk Width(ft)
16
16
16
16
Two way Left Turn Lane
Headway Factor
1.11
1.11
1.11
1.11
1.11
1.11
1.11
1.11
11
1.11
1.11
1.11
Turning Speed (mph)
15
9
15
9
15
9
15
9
Number of Detectors
1
2
1
1
2
1
2
1
1
2
1
Detector Template
Left
Thru
Right
Left
Thru
Left
Thru
Right
Left
Thru
Right
Leading Detector (ft)
20
100
20
20
100
20
100
20
20
100
20
Trailing Detector (ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Position(ft)
0
0
0
0
0
0
0
0
0
0
0
Detector 1 Size(ft)
20
6
20
20
6
20
6
20
20
6
20
Detector 1 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Ci+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 1 Channel
Detector 1 Extend (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Queue (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 1 Delay (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Detector 2 Position(ft)
94
94
94
94
Detector 2 Size(ft)
6
6
6
6
Detector 2 Type
CI+Ex
CI+Ex
CI+Ex
CI+Ex
Detector 2 Channel
Detector 2 Extend (s)
0.0
0.0
0.0
0.0
Turn Type
pm+pt
NA
Perm
pm+pt
NA
Perm
NA
Perm
pm+pt
NA
Perm
Protected Phases
7
4
3
8
6
5
2
Permitted Phases
4
4
8
8
6
6
2
2
Page 1
P2199 - PM PROJECTED
CHENAL PARKWAY AT AUTUMIN ROAD
Lane Group
Eli!
EB T
EBR
WBL
WBT
WBR NBL
NBT
NBR
SBL
SST
SBR
Detector Phase
7
4
4
3
8
6
6
6
5
2
2
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Minimum Split (s)
10.5
24.4
24.4
23.5
24.4
24.9
24.9
24.9
9.5
24.9
24.9
Total Split (s)
13.0
80.0
80.0
30.0
97.0
24.0
24.0
24.0
12.0
36.0
36.0
Total Split (%)
8.9%
54.8%
54.8%
20.5%
66.4%
16.4%
16.4%
16.4%
8.2%
24.7%
24.7%
Maximum Green (s)
7.5
73.6
73.6
24.5
90.6
17.1
17.1
17.1
7.5
29.1
29.1
Yellow Time (s)
3.5
4.4
4.4
3.5
4.4
3.7
3.7
3.7
3.5
3.7
3.7
All -Red Time (s)
2.0
2.0
2.0
2.0
2.0
3.2
3.2
3.2
1.0
3.2
3.2
Lost Time Adjust (s)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Lost Time (s)
5.5
6.4
6.4
5.5
6.4
6.9
6.9
6.9
4.5
6.9
6.9
Lead/Lag
Lead
Lead
Lead
Lag
Lag
Lag
Lag
Lag
Lead
Lead -Lag Optimize?
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Recall Mode
None
C-Max
C-Max
None
C-Max
None
None
None
None
None
None
Walk Time (s)
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
Flash Dont Walk (s)
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
11.0
Pedestrian Calls (#Ihr)
0
0
0
0
0
0
0
0
0
Act Effct Green (s)
77.9
77.0
77.0
93.8
92.9
13.7
13.7
13.7
28.1
25.7
25.7
Actuated g/C Ratio
0.53
0.53
0.53
0.64
0.64
0.09
0.09
0.09
0.19
0.18
0.18
vlc Ratio
0.72
0.90
0.06
0.80
0.68
0.68
0.49
0.71
0.86
0.22
0.39
Control Delay
53.3
40.1
0.1
66.0
18.9
91.3
72.3
17.4
89.3
52.3
15.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
53.3
40.1
0.1
66.0
18.9
91.3
72.3
17.4
89.3
52.3
15.5
LOS
D
D
A
E
B
F
E
B
F
D
B
Approach Delay
39.7
24.4
40.9
57.0
Approach LOS
D
C
D
E
Intersection Summa
Area Type:
Other
Cycle Length: 146
Actuated Cycle Length: 146
Offset: 0 (0%), Referenced to phase 4:EBTL
and
8:WBTL, Start of Green
Natural Cycle: 115
Control Type: Actuated -Coordinated
Maximum vlc Ratio: 0.90
Intersection Signal Delay: 33.9 Intersection LOS: C
Intersection Capacity Utilization 90.1% ICU Level of Service E
Analysis Period (min) 15
plits and Phases: 3: Chenal Parkway & Autumn Koad
T 02 �L34'R r.,
MINI
\*05 1 I06 07 08 R
Page 2
P2199 - PM PROJECTED AUTUMIN ROAD AT HERMITAGE ROAD
Intersection
Int Delay, s/veh 6.3
Movement EBL FOR NBL NBT SBT SBR
Lane Configurations
r
f
T.,
Traffic Vol, vehlh
225
38
30
260
136
221
Future Vol, veh/h
225
38
30
260
136
221
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
-
None
-
None
None
Storage Length
0
0
0
-
-
Veh in Median Storage.
# 0
-
-
0
0
-
Grade, %
0
-
-
0
0
-
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
245
41
33
283
148
240
major/Minor
Minar2
Majorl Major2
Conflicting Flow All
617
268
388 0 - 0
Stage
268
-
- - - -
Stage 2
349
-
-
Critical Hdwy
6.42
6.22
4.12
Critical Hdwy Stg 1
5.42
-
-
- - -
Critical Hdwy Stg 2
5.42
-
- -
Follow-up Hdwy
3.518
3.318
2.218
Pot Cap-1 Maneuver
453
771
1170 - -
Stagel
777
-
-
Stage 2
714
-
- -
Platoon blocked, %
-
Mov Cap-1 Maneuver
440
771
1170
Mov Cap-2 Maneuver
440
-
- -
Stage 1
755
-
-
Stage 2
714
-
- -
EB N8 SB
HCM Control Delay, s 21 0.8 0
HCM LOS C
Minor Lane/Maw Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h)
1170
440
771
HCM Lane VIC Ratio
0.028
0.556
0.054
HCM Control Delay (s)
8.2
22.9
9.9
HCM Lane LOS
A
C
A
HCM 95th % ile Q(veh)
0.1
3.3
0.2
Page 1
P2199 - PM PROJECTED HERMITAGE ROAD AT DRIVE B
Intersecflon
Int Delay, s/veh 0.5
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
t
r
Traffic Vol, veh/h
0
0
239
0
0
12
Future Vol, veh/h
0
0
239
0
0
12
Conflicting Peds, #/hr
0
0
0
0
0
0
Sign Control Free
Free
Free
Free
Stop
Stop
RT Channelized
-
None
-
None
-
None
Storage Length
-
-
-
-
-
0
Veh in Median Storage, #
-
1
0
-
0
-
Grade, %
-
0
0
-
0
-
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
0
0
260
0
0
13
MajorlMinor
Major2 Mjnor2
Conflicting Flow All
0
260
Stage 1
-
Stage 2
- -
-
Critical Hdwy
- -
6.22
Critical Hdwy Stg 1
- -
-
Critical Hdwy Stg 2
-
Follow-up Hdwy
- -
3.318
Pot Cap-1 Maneuver
0 0
779
Stage 1
0 0
Stage 2
0 0
Platoon blocked, %
Mov.Cap-1 Maneuver
- -
779
Mov Cap-2 Maneuver
-
Stage 1
- - -
Stage 2
- -
Approach
HCM Control Delay, s
0 9.7
HCM LOS
A
Minor Lane/Maior Mvmt WBT SBLn1
Capacity (veW)
- 779
HCM Lane V/C Ratio
- 0.017
HCM Control Delay (s)
- 9.7
HCM lane LOS
- A
HCM 95th °lotile 0(veh)
- 0.1
Page 1
P2199 - PM PROJECTED
HERMITAGE ROAD AT DRIVE A
Lane Group
EBL
BBT
war
WBR
SSL
SBR
Lane Configurations
1�
Traffic Volume (vph)
0
0
239
12
0
0
Future Volume (vph)
0
0
239
12
0
0
Ideal Flow (vphpl)
1750
1750
1750
1750
1750
1750
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
Frt
0.994
Flt Protected
Satd. Flow (prot)
0
0
1705
0
0
0
Flt Permitted
Satd. Flow (perm)
ID
0
1705
0
0
0
Link Speed (mph)
30
30
20
Link Distance (ft)
122
88
83
Travel Time (s)
2.8
2.0
2.8
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
0
0
260
13
0
0
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
0
273
0
0
0
Enter Blocked Intersection
No
No
No
No
No
No
Lane Alignment
Left
Left
Left
Right
Left
Right
Median Width(ft)
0
0
0
Link Offset(ft)
0
0
0
Crosswalk Width(ft)
16
16
16
Two way Left Turn Lane
Headway Factor
1.11
1.11
1.11
i.i1
1.11
1.31
Turning Speed (mph)
15
9
15
9
Sign Control
Free
Free
Free
Intersection Summary
Area Type:
Other
Control Type: Unsignalized
Intersection Capacity Utilization 22.6%
ICU Level of Service A
Analysis Period (min)15
Page 1
Di
PETERS & ASSOCIATES
ENGINEERS, INC.
■ CIVIL & TRAFFIC ENGINEEFUNG ■
5507 Ranch Drive - Suite 209
Little Rock, Arkansas 72223 (501) 868-3999